Rail for locomotive stalls



April 19, 1927. 1,625,454

T. cARDwELL HAU.. FOR LOCOMOTIVE STALLS Filed Jan. 9. 1924 Patented Apr. 19, 1927.

UNITED STATES THOMAS CARDWELL, OF SEDALIA, MTSSOURI.

RAIL FOR LOCOMOTIVE STALLS.

Application led January 9, 1924. Serial No. 685,183.

moval and replacement of such locomotive p parts as springs, spring hangers, spring hanger pins, equalizers, equalizer pins,

trailer brasses, or saddles, engine truck bases, engine truck wheels, trailer wheels and tires, by reason of such rails, requires the raising of the locomotive, by jacks, to provide freeing a selected part from the supporting rail for either vertical or lateral movement relative to the locomotive proper and the runnin@ rails.

The object oii? my invention is to provide a rail, for use in'connection with the repair. of the running gear of rolling stock, and more particularly to repairs on locomotives wherein either vertical or lateral movement of av driving, truck or trailer wheel is required, which rail comprises a removable and replaceable tread, in the plane of the runnin tread of adjacent standard rails, over W ich Wheels may travel as ordinarily, and which rail also comprises a second tread, or surface, resident in a plane below the running tread, which latter tread constitutes a support to which a wheel may drop and be laterally moved with relation to the locomotive proper and running rail,

upon a bodily removal of the first mentioned channel 10, is of a width less than the width f tread.

My improvements consist in the novel construction, arrangement and combination of kparts as hereinafter fully, clearly and concisely described, definitely ointed out in my claims and illustrated y the accompanying drawing (1 sheet) in which- Fig. 1 is a perspective view showing a rail, constructed in accordance with my invention2 as employed for a running rail.

Fig'. 2 is a similar view showing the rail as employed for a repair rail. v

Fig. 3 is a diagrammatical elevation showing by solid lines, the rail and a fragment of a wheel'thereover in position forrepair, and by dotted lines the rail and a fragment of a wheel in running position.

Fig. 4 is an enlarged transverse sectional elevation, taken on a line indicated 4-4 of Fig. 1'.

ig. 5 is a view similar to Fig. 4 with the .removable tread omitted as in Fig. 2.

Fig. 6 is an enlarged transverse sectional elevation, taken on a line indicated 6-6 of Fio. 1.

eferring, by numerals, to the drawing, 6 and 7 designate fragments of standard running rails and 8 the ties, or sleepers, therefor. Between the ends of the rails 6 and 7 I position the body of my improved rail 9, having in its upper facev a oove, or channel 10, and on each side of t e groove a surface 11, a portion, at least, of which occupies a plane lower than the plane of the treads, or balls, of the rails 6 and 7 For the securement of the rail 9 against movement relative to the rails 6 and 7 I prefer to employ plates, such as 12 and 13, formed as integral projections of the body of the rail 9, and' similarly shaped plates 14 and 15, which are removably and replaceably connected to the rail 9, plates 12 and'13 and rails 6 and 7, by means such as the bolts 16, after the fashion of the common fish plates.

By preference, and as shown, the surfaces 11 are curvilinear throughout the length of the body of the rail 9, and at each endmeet, or are flush, with surfaces 17 (the tops) of the plates 12, 13, 14 and 15, which surfaces 17 reside substantially inthe plane of the flanges of the wheels of rolling stock (not shown) whereby to constitute a support for the wheels, at times, as hereinafter made clear.

By further preference the groove, or

of the heads of the rails 6 and 7 and there is formed at each end of each surface 11, intersecting the groove 10, a seat such as 18, as best shown in Figs. 2 and 4, whereby there may be fitted to the rail 9, a tread, or rail head 19, Whose ends are rested in said seats 18, whereby to hold it against lateral displacement relative to the rails 6 and 7 and which is of a length equalling the spacing of the rails 6 and 7, to abut thereagainst at each end whereby it is held against creeping, or lengthwise movements. On the `underneath portion of the tread, or head 19,

is a web, or tang 2O shaped to fit the groove 11 and designed to bridge the tread 19 between the rails 6 and 7.

By way of illustrating the use and advantages of my improved rail, let it be assumed there is requirement for the repair of a locomotive part, such as a broken, or defective spring of a truck. Ordinarily the adapted to be received in said recess, and means for preventing displacement of the removable section relative to the rail.

12. A rail of the character described having:n a recess formed intermediate the ends and openings Within the recess, a removable section adapted to be received Within the recess, and projections carried bythe removable section and adapted to be received in the openings.

13. A rail of the character described having a longitudinally curved recess intermediate the ends, and a removable section adapted to be received in said recess, the removable section being curved to conform to the curvature of the recess.

14. A rail of the character described having a longitudinally curved recess intermediate the ends, and a removable section adapted to be received Within the recess, said removable section having a longitudinally curved projection to conform to the curvature of the recess.

15. A rail adapted for use in repairing locomotives or the like having a normally level surface for supporting the Wheels of the locomotive and a detachable section.

adapted to be removed to provide a recess over which the Wheels may be positioned and allowedl to be lowered.

THOMAS CARDWELL. 

